Actuating signals on and communicating with trains.



TRAINS.

APPLICATION FILEDJUNE 22. 1915.

Patented May 22, 1917.

3 SHEETS-SHEET I." F; g". I! (1! Fig.1.

'H. A. THOMPSON.

ACTU'ATING SIGNALS ON AND COMMUNICATING WITH TRAINS. APPLICATIONVFILED JUNE 22. m5.

1 ,221021. I Patented May 22, 1811 3 SHEETS-SHEET 2.

[1. A. THOMPSON. ACTUATING SIGNALS ON AND COMMUNICATING WITH APPLICATION FILED JUNE 2211915.

TRAINS. 1,227,021

3SHEETS-SHEET 3.

HJLTTIY;

Patentd May 22, 1917.

HEREBY ARTHUR, THOMPSON, 0F WI'IHINGTON, MANCHESTER, ENGLAND.

ACTUATING SIGNALS ON AND COMMIUNICATING WITH TRAINS.

teale211.

Specification of Letters Patent.

Patented May 22, 1917.

Application filediune 22, 1815. Serial Ito. 35,530.

To all whom it may concern:

Be it shown that l, HENRY, ARTHUR 'lnonrson, a subyect of the King oi Great Britain and Ireland, residing at 25 Derby road, "Withington, Manchestenin the county of Lancaster, England, have invented new and useful Improvements for Actuating Signals on and Communicating with Trains, of which the following is a specification.

My invention relates to railway inductive signaling or control and consists in the provision of electrical apparatus capable of responding directly and indirectly to the pulsations of a track magnetic field. While this invention doesnot include any arrangement of track circuits it may be assumed that the inductive connection between the track and the vehicle collapses or is rendered inoperative upon a signal being put to danger.

I propose to modify for the purpose of detecting the feeble currents induced in the train circuit the construction of a type of relay much used in telegraphy, such relay sending electrical impulses throughthe coils of and setting up vibratory motion in a reed device whose function in turn is to produce a continuous note and to act a relay for the actuation of a solenoid or the like.

It is to be understood that my inventionis intended for'use in conjunction with any suitable track circuit system wherein such circuits are automaticalliy controlled by the operation of the line signals or appliances therefor.

In order that my invention may be understood I append herepnto three sheets of drawings.

Figure l is a front elevation of changing relay, without the coils, showing the position of the cores and pole-pieces relative to the armatures and the position of the lower armature relative to the contact screws; also means for adjusting the armatures.

Fig. 2 isa plan of the upper portion of the pole-changing relay showing the position of the upper-armature? relative to the upper pole-pieces and the bent permanent magnet.

Fig. 3 is a plan of the lower portionof the pole-changing relay showing the position of the lower armature relative to the lower pole-pieces and the contact screws.

Fig. i is a front elevation-ofthc polethe polechanging relay showing the manner of winding the cores.

Fig. 5 is a side elevation of the polechanging relay with the cores removed showing the two armatures attached to the pivot.

Fig. 6 is a side elevation of the vibrator showing the component parts of the reed and its position relative to the permanent magnet.

Fig. 7 is a plan of the vibrator showing the method of holding the flanking springs.

Fig. Bis a plan of an alternative type of reed showing the twin armature and the flanking springs.

Fig. 3 is a side elevation of the reed and shows th position of 2. flanking contact spring, and holder.

Fig. 10 shows the connections of the train circuits as a whole.

The following is a. description of an old and well known telegraph relay as modified to suit the purpose of this invention.

The cores 1, Figs. 1 and 4, are of unusual length and with the pole pieces 2, which are extended as shown, are constructed in the manner usual to alternating current apparatus. Said pole-pieces are curved as in Figs. 2 and 3 where they face the armatures in order that the tractive force may be exerted at the requisite point. 3 is a pivot of non-magnetic metal over the ends of which are threaded and fixed two short armatures 4. and .3 preferably shaped as in the drawing. The lower armature owing tov its extension 6 is rather longer than the other.

' The ends of the pivot rotate in jeweled or metal bearings 7. The permanent horseshoe magnet 8 is bent as in Fig. 2 to economize space. The poles N and S of the permanent magnet are brought into close proximity to the fixed ends of the armature as in Figs. 2 and 5. Alternative types of magnets may be used. 9 and 10' are two platinum tipped contact screws held in the usual way by shoulders 11 and 12. Said screws are disposed on either side of the lower armature extension 6 so that the latter may play between them. The electroouagnets should be at least 39 inches in height the measurement being taken from the bottom of the lower pole-pieces to thetop of the upper pole-pieccs One of the chief characteristics of this relay which on account of preferred function herein (lQSCljil'iBil may be termed the pole-chenger, is the manner in which the cores are woundk This is shown. in Fig. ltech core is encircled by two separate coils. ill current entering at "termi- Thai 6 .fincls its Way to terminal 25* by means of four pzit-lis:(a) through the left lower coil, (2')) through the rightlower coil. through terminal 2, the left upper coil null terminal 25 through terminal 5', the right upper coil, anal terminal 'Eechcoil should consist oi. No. 38 British standard Wire gage copper 'ire wound to s resistrince 500 to 300*ohn1s. .l may use enameled Wire for the purpose. I do not confine Toys-ell to the use of multiple Winding or to the employment of the type of wire specified. v

The pivot 3 is connected to terminal 13 (Fig. 3} by means of a very line flexible phosphor bronze or copper wire 14.- it being essential that the movement of the urine tures should be unhainpercd by such connection. The contact screws 9 and 10 should be adjusted. so that the movement of the ii -matures is almost. imperceptible to the eye ii-ncl so that virtually the :irnmtures lie soul-distant between their respective pole-pieces when out of contact with said contact screws.

The iclcel distance between the curved feces of the pole pieces and the ariuaturcs may be elounci lay ex eriinent, attention be ing given tofthe fact that the close propinquity of the former and the latter does not necessarily mean the utlainn'icnl'. of the most sei'isitive position.

there is no necessity to give bias to the miniatures in ordinary telegraphy the need for. the usual elaborate adjusting epparetns may not arise. 'lheucljustnicnt should be accurately and definitely fixed in the Workshop. I may however use additional means of adjustment such as that illustrated in Fig. 1 wherein the supports 11 and 12 are mounted on a nu "able curriuge l5 and insulated therefrom by a strip of insulating material iii, said carriage Working on the suitably mounted adjusting screw 1? and guide 18. The coils of said relay are contained in the circuit of a coil which is wound around a vehicle and are energizecl by the feeble secondary currents induced therein by the pulsations of the track magnetic i'ielcl. A condenser K is shunted. scenes the terminals 6 and If of tlie'train coil A Fig. 10. The relay us reconstructed should respond to induced currents clue to an extremely low induced electro motivc force null will be much more sensitive than the standard pattern rlesigned for general telegraphic purposes. @thcr types, of non-resonant polarized, relays operative by the feeble induced currents may with advantage be used, such as, for instance, relays belonging to the moving coil class, it being suflicient for the purposc or this invention thul' the relay employed be of the polarized description By the co-actiou of the above described pole-changing relay with a vibrator of the iollowing type a sustained audible indicalion is produced in the cal) oi. the locomotive of the presence of the induced currents in the train coil. Suiil indication is intended to act as a clear signal to the driver and is a new fealure in inductive signaling of this class and such signal is the most iuniortant feature of-my invention.

This clear T signal cannot be given accidentally by a short circuit on the train, and herein lies the distinctive merit of my invention.

To the perinancnt magnet 19, Figs. 6, 7, S and 5.), is attached the yoke of electro magnet 2i. Screwed to the upper pole of the permanent magnet are two iron or steel blocks 22 and Clainpcd between said blocks in the usual way and insulated therefrom is the I'OCll It. One type of reed is composed of three sections :a strip of nickel 2l an armature of soft iron or steel and a flexible nickel extension 526 to which is attached a hummer 27. Another and perhaps better type of reed consists of a strip of nickel 28; two thin strips oi. soft iron or mihl steel .29 and 30, forming 2i lWiu arniuhirc; and a flexible extension 31. .lu the latter case the two strips of iron or steel are attached to the fixed strip 28 and extension 31 in the manner roughly indicated in Fig. 8. In each type of reed the nickel will bend more readily then-the armature and the latter being more or less rigid, nodular vibration will be prevented. The function of the hammer is to strike against sounding attachment-s 3:2 and 33, preferably boll metal tubes, in order that a mellow notc may be produced in the cab of the engine. lil'zicllliltllts may be used.

The coils of .the polarized vibrator are connected to the terminals of the pole-changing relay and the buttery in themanner indicated in Fig. 10. A current flows from battery terminal. 5 to battery terminal i Vin the terminals If and I? of the reed device, armature pivot 3 and contact screw 9;

or from terminal Z, Contact screw 10, and

pivot 3 to terminal via terminals t and t"; according to the position or" the polechanging armature.

When the line is clear and the immatures of the pole-changing relay are actuzitcd by the feeble alternating current induced in the train coil A by the e ternoting magnetic field having its source in generator G and radiating from the line wire L which is controlled by the switch X, a reversing Various types of sounding current from the divided battery is directed ing springs. Two blocks of soft-iron 37 and through the coils of the vibrator and the reed begins to vibrate.

Owing'to. the strength of the current and to the application of the tractive .force near the fixed end of the reed, the latter will vibrate suiliciently to enable the hammer to strikeagainst'the stationary sounding attachments although the natural period ofthe reeds vibration may not exactly synchronize withthe frequency of alternation of" the track magnetic field. It is known that when the amplitude of the vibrations of a reed, tuned to the frequency of a current is restricted by the contact of the reed with flanking springs or stationary objects the rate of vibration is accelerated and no longer synchronizes with the periodicity of the attractive and repulsive forces exerted on the reed armature. Therefore if the natural period of the reeds vibrations be initially synchronous with the'periodicity er the current the harmony will be destroyed when the reed strikes against the stationary objects. The

resultant discord will cause the reed to vithe reed and a really satisfactory resultshould be obtained. For ideal results the electro-motive force of the battery should be -fairl v constant. p

I propose to provide an alternative or additional method of sig'rmling or control, namely, means for the actuation of a valve controlling solenoid which will perform the function connnon to cab signaling systems.

I propose to attach to the reed instrument a type of flanking contact spring long employed successfully in automatic telegraphy. The vibrations of such springs are damped so that in its excursions to and fro the reed will always find a spring in position for contact. The contact will be long and the break short and a virtually continuous current will be relayed to actuate the solenoid or the like for the purpose desired.

A crosspiece 34 is attached to the reed and provided with platinum contacts. lVhen the reed is at rest this cross-piece is out of contact with the still hooked thinking springs 35 and 36 shown in Figs. 7 and 8. Said cross-piece should make effective con tact with the flanking springs before the hammer touchs the sounding attachments.

The polepieces of the reed electro-magnet are pneferably designed so that they may if dcsircll act as clamps for the hooked flank- 38 are pivoted and fixed on the upper ends of the cores 39 and 40. Between said blocks and soft iron blocks {L1 and 4:2 are clamped hooked springs andkio. Said hooked springs can only move appreciably in one direction c. away from the reed since projections 43 and 44 of non-magnetic metal brackets and i6 engage with the hooks when the springs tend to move toward the reed. The metal brackets -15 and- 46 are suitably fixed to blocks 37 and 38. T he vi brations of the flanking springs are thus damped and effective contact with the reed crosspiece 342 is insured. Since the polepieces are pivoted to the cores and the flanking springs are fixed to the pole-pieces the position of the hooked springs may be adjusted by a slight rotary movement of the pole-pieces. The hooked springs may' be composed of steel. phosphor bronze, nickel. or other suitable metal and may be fitted with platinum contact pieces. The path for the current energizing the solenoid is through the hooked springs, the pole-pieces, the cores. and the permanent magnet.

In order that a substantially continuous current may be relayed to energize the sole noid for the purpose of preventing the plunger i? from dropping the terminals of said solenoid'should be connected to the flankinp; sp 'ings and battery in the manner indicated in Fig. 10 so that a current mayQcirculate from terminal t of the divided battery through terminals 15 and t of the solenoid, the flanking springs 35 or 36 and the reed R to battery terminal t. 7

When an inductive connection between the track circuitand the train coil A is estab-' lished the reed vibrates and the plunger 47 is sucked into the solenoid coil; Upon the collapse of the inductive connection the reed will cease to vibrate, allowing the plunger to drop. W hen the inductive connection is broken for only a momentary period the 110 continuous note may be interrupted before the solenoid circuit is disconnected if the flanking springs are adjusted to produce this effect; that is if the flanking springs are brought very close to the reed cross-piece.

In order to prolong the magnetization of the solenoid I may wind the solenoid coil on thin copper sheathing 48. To prevent sparking at the contacts I propose to shunt a high resistance 49 across the coils of the vibrator and a high resistance 50 across the terminals of the solenoid.

The resistance of the train coil should be as low as practicable. The pole-changing relay is wound to suit this low resistance and, thusto obtain a larger magnetizing current than would be obtainable with series windif the periodicity of the current in the ground circuit be sufficiently low I may use a non-polarised vibrator. In such case the function of the sensitive relay operative by the feeble induced currents will be to'senduni-directional impulses through the coils of the vibrator. Be it noted that since the nonpolarized vibrator will not be proyi'ded with an. interrupting device it will not be actuable by a continuous current or the equivalent thereof.

1 am aware that other types of polarized relay might be employed for the purpose'of detecting the presence of the induced cur rents but the use of such relays will not evade my invention the cardinal feature of which is the operation of a tuned vibrator by means of a battery current.

I declare that what I claim is:

1. In a railway inductive signaling or conviln'ations of the reed into synchronism with the periodicity of said magnetic forces, current impulses being sent through a local cir- I cuit of which the reed and flanking springs form a part. a r

2. In a railway inductive signaling or con trol system a combined polarized reed relay and acoustic device possessing a tongue composed of a relatively flexible part fixed at I one end, a comparatively rigid part fixed to of said parts, a pair of flanking contact springs and a sounding attachment so dis- 'posed as to be capable of making contact with said reed; such combination being so characterized that when the reed is set in motion its contact with the flanking springs and sounding attachment brings the vibrations of the reed into synchronism with the periodicity of said magnetic forces, current impulses being sent through a local circuit of which said reed and flanking springs form a part and an audible signal being given by the contact of the hammer with said siliinding' attachment. I

3. In a railway inductive signaling or control system a polarized reed relay possessing a vibratory armature, two hooked flanking contact springs making-electrical connection with said armature when in vibration, stationary elements capable of engaging the hooked extensions of said sprin s and thereby preventing" their inward de ection; such combination being so characterized that a local circuit controlled by said arinature and flanking springs receives long current impulses at regular intervals.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

HENRY ARTHUR THOMPSON.

\Vitne'sses:

JOSHUA ENTWISLE, ALFRED STUART YATES 

